HISTORY OF THE KRAMER ENGINE

As a professional motorcycle racer in 1955, I became aware of this natural law. The mechanics working on my 500cc motorcycle engine would sometimes not play by the rules and raise the compression ratio from 71/2 to 1 to 13 to 1. I had to learn how to control the throttle positions at various rpm to prevent detonation. With that motorcycle between my legs I could easily feel the difference in power. From that moment on I wanted higher compression pressure.

I worked in a steel mill 35 years as maintenance repairman, to get money to do this work and buy shoes for my 3 sons.

I pursued this theory quite seriously, studying books from libraries that dealt with mechanical engineering of engines, as well as flow characteristics and thermo-dynamics. I have had many hundreds of hours of classes in electrical engineering, ac-dc theory, hydraulics, and various mathematic skills needed for these disciplines. I also became skilled in machining, patterns and foundry work.

After thousands of hours testing, and 15 years of modifying existing engine designs, as well as some new designs of my own, I was not satisfied with the one crank engine in applying this law. 

With the present two-crank shaft engine of my design, I was satisfied with the application of the Heat Of Compression Theory. With this uni-flow designed cylinder and easily controlled surface temperature, and no hot valves, I could easily get low compression pressure at low rpm and very high compression pressure at high rpm with no detonation problems. As I tested, when the heat and pressure was very high in the engine the hot exhaust gasses would set off the new fuel air charge. I was compelled to go with the purge air. After more testing I was satisfied and applied for a U.S. Patent, which was granted in 1974. I was granted a U.S. Patent in May 1993 on this engine. The exhaust pistons were too hot.

To further clarify the differences of the two designs, let us suppose we have a one-crank engine with a 4-inch stroke and a two-crank engine with 2-inch stroke cranks. Each running at 5,000 rpm. Both engines have a maximum compression pressure of 200 pounds per square inch. The time period when pre-ignition can occur in these engines is the last time the compression pressure doubles. With the one-crank engine the compression pressure will be 100 pounds psi. when the crankshaft is about 35 to 40 degrees before top dead center. On the two-crankshaft engine and with one crank leading the other crank by 10 degrees it will be 100 pounds psi., when the crank that lags behind is about 35 to 40 degrees before top dead center. At 5,000 rpm divided by 60 seconds = 83 revolutions per second, 1,000,000 divided by 83 rps = 12,048 milliseconds = one revolution. 360 degrees divided by 40 degrees = 9. 12,048 divided by 9 = 1,338 milliseconds. This is the length of critical time detonation can occur in a one-crank engine. In the two-crank engine, the pistons will be as close together as possible (200pds per square inch), when the lead crank is on top dead center and the other crank is 10 degrees before top dead center. The compression pressure is at 200pds. psi, and as far as the Heat Of Compression Theory goes, that is top dead center. With the two crank engine, short rods and 10 degree lead, we can cut the critical time to 669 milliseconds. We can double the rpm and have the same average piston speed per minute and the critical time that detonation can occur will be half again, 335 milliseconds. This is done mechanically and at very high rpm with the NEW Heat Of Compression Theory, we can go to very, very high, easily controlled pressures and temperatures. I have run titanium caps on my pistons at 12,000 rpm at 3500 ft per min average piston speed where cap temperatures exceeded 1000 degrees, and no detonation. I could easily get past the pre-ignition problems even when I used very high compression pressures. Detonation could occur if we have the spark timing too far ahead, because the charge when sparked will quickly detonate. The hotter the engine the more power you can get from the purge air and exhaust turbine blade. This is a very general description for simplicity. You would have to draw and plot to get exact numbers. Then your numbers are only an educated guess. You must study the whole engine. 

Of course, you can true diesel a long stroke Kramer Engine, but for the best precise timing and combustion control you will also need spark plugs, so you can start it, and run low compression pressure when the engine is idling to control nitrous oxide emissions. I have run very low octane fuel in some tests, with an automatic crank advance device on fuel air crank. I do not have money to continue this work, aggressively. Over the years, my proposals for help have all been turned down. It will take very skilled, dedicated people and millions of dollars to get this engine developed and in production quickly.

Louis Kramer, Inventor